GENERAL INSTRUCTIONS AND NOTICES SATURDAY 8 MAY FRIDAY 4 JUNE 1911

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1 FOR THE INFORMATION OF RAILWAY STAFF ONLY British Rail EASTERN REGION B.R.31262/D No. 19D (NORTHERN AREA) GENERAL INSTRUCTIONS AND NOTICES SATURDAY 8 MAY (4 WEEKLY PERIOD) TO FRIDAY 4 JUNE 1911 INCLUSIVE For additional items during the currency of this pamphlet, see Weekly Notice Section 'D' Receipt of this Notice need not be acknowledged.

2 ND-2 * 4 CONTENTS Miscellaneous Notices 2 Page B.R. General Appendix 1 3 Alterations to Supplementary Operating Instructions Booklet (Northern Area) 1 4 Sectional Appendix 1 4 MISCELLANEOUS NOTICES WHEEL-BURNED RAILS Wheel slip will cause rail burns and when slipping is severe the damage may be sufficient to initiate multi-fractures in rails and subsequently a broken rail. It will be clear that precautionary measures need to be taken with minimum delay. Drivers will be aware of the importance of the precautions and driving technique to avoid slipping and also the means of controlling wheel slip. However, when excessive wheel slip is known to have occurred it is essential in the interests of safety and to enable rail damage to be located quickly and be properly dealt with that any,such instances and the location should be quickly reported verbally to a traffic supervisor or signalman to enable the local permanent way supervisor to be advised, so that he can arrange inspection of the track. It will be at the driver's discretion as to whether a special stop should be made to give advice of slipping but normally the advice should be given at the next stopping point of the train. ( M T N / / 3 3 ) - * LOCOMOTIVE DRIVERS USE OF TRAIN CARDS EXPRESS PASSENGER TRAINS Commencing Monday, 3 May, 1971 for a period of 12 weeks TRAIN CARDS showing running times will be issued to each driver working certain East Coast Main Line and Liverpool Street Kings Lynn Passenger Trains Mondays to Fridays only. The issue of train cards is intended to assist drivers in the discharge of their duties and will be used for the trial period but it will be the driver's responsibility to acquaint himself with any amended point to point timings as shown in special train notices, etc. There is room left on the cards for any notes or reminders a driver may wish to enter for his own use such as P.W. restrictions, etc. The services concerned are as follows: Trains between to inclusive King's Cross to and beyond York, Leeds and Hull and between to inclusive Leeds, Hull, York, Darlington and Newcastle to King's Cross. Between to inclusive Liverpool Street to Kings Lynn and between to inclusive Kings Lynn to Liverpool Street. The Station/Area Manager at King's Cross, Liverpool Street, Leeds, Hull, York, Darlington, Newcastle and Kings Lynn will be responsible for issuing the train cards, these cards must remain on the locomotives until the destination of the trains is reached when the driver then in charge should dispose of the card. Should the train card,not be available at the commencement of the journey drivers MUST NOT delay the departure of the train because of its absence.

3 MISCELLANEOUS NOTICES continued ND-3 WORKING OF COMBINED TAMPING MACHINES, BALLAST CONSOLIDATING MACHINES AND BALLAST REGULATING MACHINES The General Appendix Instructions relative to the - On-Rail Tamping Machines Consolidating Machines and Ballast Regulating Machines together with the following additional Instructions: 1. Machines must not be permitted to run coupled together. 2. Should a vehicle fail and be unable to run under its own power, it may be assisted by a locomotive, using the connecting bar carried on the vehicle, where appropriate. Except where otherwise shown, the speed of the movement may be up to 20 m.p.h. at the discretion of the Driver/Operator when the vehicle is being hauled but must not exceed 5 m.p.h. when being propelled. The speed over switches and crossings must not exceed 5 m.p.h. The Driver/Operator must ride on the vehicle. 3. The Signalman must, in addition, be informed of the type of-machine. 4. When the machine is required to work ir the immediate vicinity of run back catch points or spring points the man in charge or Driver/Operator, must ensure that such points have been moved to the closed position and will be secured in that position until the machine is sufficiently far from them as to preclude the possibility of derailment. Where the points are controlled from a signalbox, arrangements must be made with the Signalman for the points to be kept in the closed position. 5. A wandering lead is provided on certain machines to enable the lookoutman to remotely operate the siren to give warning of approaching trains. Prior to leaving a stabling point the Driver/Oper- ator must satisfy himself that the lead is in good working order. SPECIAL INSTRUCTIONS RELATING TO PARTICULAR MACHINES (a) COMBINED TAMPING MACHINE, OR BALLAST CONSOLIDATING MACHINE 1. The speed of a machine running under its own power must not exceed 20 m.p.h. over Switches and Crossings or 25 m.p.h. on plain Tine. 2. The shoulder consolidating pressure plate, when being operated from the stowed position to the working position, or vice versa, will, in certain circumstances foul the gauge of the adjoining line. Before the locking catch is released to allow the plate to be lowered, or before the plate is raised to the stowed position, the Civil Engineering Supervisor must be in attendance and will be responsible for deciding whether there is adequate clearance to permit the operation to be carried out without fouling any line on which rail movements may be made. If the operation could foul any other line the Instructions on pages 53/54 of the General Appendix headed "PROTECTION OF TRAINS RUNNING ON LINES WHICH MAY BE FOULED BY MECHANICAL EQUIPMENr must be complied with unless the operation can be carried out under the close view of the Signalman and the line to be fouied is protected by a controlled stop signal in which case the Civil Engineering Supervisor must ascertain from the Signalman that it is safe for the operation to be made. (b) BALLAST REGULATING MACHINE 1. The speed of a machine running under its own power must not exceed the following: Types R.7 and LISP.3000C m.p.h. on over Plain Switches Line. and Crossings. 1 Type R m.p.h. on over Plain Switches Line. and Crossings. ) 2. A Civil Engineering Supervisor must be in attendance when the machine is being assembled for work or worked with the side ploughs (including the side ploughs at the front of the machine) extended, and he will be responsible for deciding whether there is adequate clearance to permit the operation to be carried out without fouling any line on which rail movements may be made. If the operation could foul any other line the Instructions on pages 53/54 of the General Appendix headed "PROTECTION OF TRAINS RUNNING ON LINES WHICH MAY BE FOULED BY MECHANICAL EQUIPMENT" must be complied with, together with the following additional instructions: When it is necessary for a train to pass the site on an adjoining line, the Civil Engineeing Supervisor must give an assurance that work has been stopped and the side ploughs are clear of the line on which the train will travel. No further movement of the machine, or part thereof, must take place until permission has been given by the Movements Department for work to be recommenced.

4 MISCELLANEOUS NOTICES continued ND-4 (b) BALLAST REGULATING MACHINE continued 3. When the machine has the side ploughs extended, no "out-of-gauge" load must be allowed to pass on an adjoining line(s) except by prior arrangement. 4. When the side ploughs are padlocked on the side of the machine adjacent to passing trains and the Civil Engineering Supervisor has personal custody of the padlock key, then it is not necessary for a Movements Department Supervisor to be in attendance. 5. Nasser type USP.3000C This machine has a connecting bar coupling at one end only and no coupling position at the other end. When assistance is required it *ill be necessary to specify to which end of the machine the assisting locomotive must approach, INSTRUCTIONS IN REGARD TO THE RUNNING AND WORKING OF MECHANICALLY PROPELLED ON RAIL TAMPING MACHINES Referring to clause 2 of the above instructions shown on page 44 of the General Appendix: The maximum speed of 25m.p.h. will not apply to the following machines; the speed of which must be restricted to 20m.p.h: Plasser Plasser 06 16, 05 and 05E Plasser 04 Plasser WE 275 (P. & C. machine) * PREPARATION OF FREIGHT TRAINS A man rostered to fully prepare a freight train must 1. Check that the vehicles are correctly marshalled, labelled, coupled and safe to travel, with all doors closed, sheets and chains etc. secured in accordance with Rules 129 (iv), 131 (i), 157 and Ensure that a tail lamp, and side lights when required, are provided in accordance with Rule 120 (a) and Ensure that the train load is suitable for the class of train concerned, within the capacity of the locomotive and the required brake force is available, in accordance with Section 6 of the Working Manual for Rail Staff. 4. Complete Train Preparation Forms ( /- and B.R.20896/138) and a Train Preparer's Load Slip (B.R.29976) and hand them to the Train Guard or, in the latter's absence to the person in charge. A guard who is handed Form 8.FL fully completed and signed, is not required to carry out preparation duties for the train concerned. M S. 1 2 / 8 5 / 7 *AIR CONDITIONING EQUIPMENT MARK II 'D' LOCO. HAULED COACHING STOCK DESCRIPTION (1) General Locomotive hauled coaching stock vehicles which are fitted with Stone-Carrier Air Conditioning Equipment have the "Heating" and "Cooling" cycles of the equipment operated by "Electric" Power Supply only. The coaches are not duel (steam and electric) heated and they can be identified by markings on the body ends which carry the dimension plates, the markings displayed are "Electric Heated" and 'Air Con.". The purpose of the air conditioning unit is to provide fresh, clean and filtered air to the compartments or saloons and maintain a comfortable temperature throughout the coach regardless of external terperatures and climatic conditions. The equipment automatically provides heating, ventilation and cooling. Heating is provided when the coach temperature is below 21 C. (70 F.), cooling when the temperature is above 24 C. (75 F. and ventilation between the heating and cooling cycle temperatures of 21 C. (70 F.) and 24 C. (75 F.)

5 MISCELLANEOUS NOTICES continued AIR CONDITIONING EQUIPMENT continued ND-5 The equipment f or each coach consists of the following components : Compressor Unit Condenser Unit Evaporator Unit Heater Unit Air Filter Control Equipment Heating Control Box Master Control Switch The Compressor, condenser and heating unit, together with the control equipment and heating control box are underframe mounted, whilst the evaporator unit is situated in the roof of the coach and concealed by the ceiling. There is one filter in the heater unit through which the fresh and re-circulated air of the heating cycle is drawn, whilst there are separate filters for the fresh and re-circulated air when a coach is calling for cooling or ventilation. The cooling/ventilation filters are sited at cantrail level, access to the fresh air filters is from outside the coach, whilst the re-circulating air filters' access is within the vehicle. The Master "Control" switch, (Figure 1 ) is mounted on one of the vestibule lobby end panels, inside the coach, adjacent to the toilet. The switch is of a tumbler type with 'OFF" and "ON" indications. To obtain access to the switch the two locks on the door are operated by a B.R. standard carriage combination key. When a coach calls for heating, air is circulated by a motor-driven fan, situated in the underframe unit. The warm air is discharged from the underframe ducting into the compartments/saloonsthrough vents beneath the passenger seats, and into the toilet comparments at floor level. When a vehicle calls for cooling or ventilation, air is circulated throughout the coach by means of motor-driven blower fans, situated in the roof behind the evaporator unit. Air is distributed into the coach via the cooling duct and meter boxes, the latter being adjacent to the fluorescent ceiling lights. The cooling duct is the length of the vehicle's saloon/compartment portion, but does not extend over the toilet and gangway end sections. The fitting of air conditioning has made it possible to dispense with the sliding shutter ventilator lights in the coach bodyside windows. The bodyside drop doorlights are secured in the closed position, by a bolt which engages the door light's lift rail, the bolt being on the closed pillar side of the door. These features eliminate draughts and considerably reduce the noise factor within the coach. If there is a failure of the air conditioning equipment the bolt of the bodyside door droplights can be disengaged, from inside the vehicle, by using a B.R. standard carriage combination key, following which the drop lights can be lowered in the normal manner. (2) HEATING This automatically operates in the following cycles: (a ) Pre This is initiated when the interior temperature of the coach is below 18 During this cycle all the warmed air is re-circulated, being drawn from inside the coach, passed through the filter, then over the heater elements and re-distributed into the saloon/ compartments and toilets. When the ambient temperature is 0 temperature to approximately 18' C. (65"F.). If the ambient temperature is below 0 C. (32'F.) an additional pre-heating time of 20 minutes will be required. (b) Heating This occurs when the coach interior temperature is in the zone 18 but during this cycle the air drawn through the filter, over the heater elements and distributed into the coach, is a mixture of 75% fresh and 25% re-circulated air. (3) COOLING Cooling automatically operates in the following cycles: (a) Pre-cooling This occurs_whon the coach,11112ri2r ternoerapre is above 27

6 MISCELLANEOUS NOTICES continued AIR CONDITIONING EQUIPMENT continued (a) Pie-cooling continued when the ambient temperature is 30 C, (86"F.), and coach has been standing for several hours in hot sunlight, the air conditioning unit will require 40 minutes pre-cooling time to lower the temperature of the coach interior to approximately 20 (b) Cooling This is when the coach internal temperature is within the zone 27 C. (81'F.) 24 C. (75"F.). (4) VENTILATION ND-6 Ventilation occurs between the heating and cooling cycles when the vehicle's internal temperature is in the zone 21 C. (70'F.) 24 C. (75"F.). In the temperature zone where ventilation occurs, the cooling fans will run without the cooling cycles refrigerant system. In both the COOLING and VENTILATION cycles the air is a mixture of fresh and re-circulated. MASTER CONTROL SWITCH FIGURE 1

7 MISCELLANEOUS NOTICES continued ND-7 *ELECTRIC HEATING, VENTILATION AND COOLING OF AIR CONDITIONED MARK TT 'D' VEHICLES ON PASSENGER TRAINS (1) WARNING THE ELECTRIC POWER SUPPLY TO THE EQUIPMENT IS 800 VOLTS Before any adjustment or maintenance is undertaken to the air conditioning equipment, the electric power supply circuits must be made "dead". The jumper cable must be disconnected at both ends of the vehicle on which work is to be carried out. A special notice "DANGER DO NOT CONNECT POWER SUPPLY' must be suspended on each coach and the jumper cable until the work is completed. Any adjustment or attention required on the equipment must only be given by APPROVED Divisional Maintenance Engineer's Staff and all other Staff are warned that they MUST NOT interfere with the equipment other than to couple or uncouple the plugs and receptacles and operate the rotary interlock circuits switch in emergency and the master 'control' switch as outlined in these instructions. It should be noted that the live receptacles at the leading end of the locomotive and the rear end of the last coach connected to the power supply of the trains are live when the electric circuit is complete and the receptacle flaps must NOT BE OPENED. Under NO CIRCUMSTANCES must jumper cable plugs be allowed to trail on the ground, and when not in use MUST be placed in the receptacles provided on the vehicles. When a train is being supplied with electric power by a shore supply or locomotive for pre-heating, ventilation or precool ing or functional testing purposes, the train must be protected by a red flag or red lamp in accordance with the instruction pages 56 and 57 of the General Appendix, A suitable warning notice indicated the train has the electric power supply connected must be attached to the fixed end box, (c) on the diagram, at the end of the train where the red flag/red lamp is displayed.

8 MISCELLANEOUS NOTICES continued ND-8 (2) ELECTRIC POWER SUPPLY END COUPLINGS ON LOCOMOTIVE AND COACHES END AND SIDE VIEW OF MARK II 'D' COACH SHOWING END COUPLING FOR ELECTRIC POWER SUPPLY LOCOMOTIVES ARE SIMILARLY FITTED END VIEW (a) JUMPER CABLE (b) JUMPER CABLE PLUG (c) LIVE RECEPTACLE (d) DUMMY RECEPTACLE (e) FIXED END BOX

9 MISCELLANEOUS NOTICES continued ND-9. SIDE VIEW (b) JUMPER CABLE PLUG (c) LIVE RECEPTACLE (e) FIXED END BOX DESCRIPTION A jumper cable (a) with plug (b) attached is fitted beneath the right-hand buffer at each end of each coach. Similarly fitted under each left-hand buffer is a live receptacle (c). The power supply is taken from the locomotive which is also fitted with similar plugs and receptacles. The plugs and receptacles of locomotives and coaches are situated directly Opposite each other and can be coupled or uncoupled at platform or rail level. When coupling, each jumper cable plug must be fully inserted into a receptacle and rotated in a clockwise direction to lock the jumper cable in position, thereby completing the electric power supply circuit. The spring lid dust cap will engage with the jumper cable plug to lock it in position. Similarly when uncoupling, each jumper cable plug must be rotatedanti-clockwise to break the electric power circuit before removal of the plug. ANTI-CLOCKWISE / CLOCKWISE This system is designed to ensure maximum safety for the staff. The receptacle and jumper cable plugs being 'dead" until ALL plugs have been locked into a receptacle. NOTE: The electric power supply must be switched "OFF before attempting to uncouple the electric power supply (3) DRIVER TESTING LOCOMOTIVE EOUIPMENT Before a locomotive leaves a holding siding, maintenance depot or fuelling point, the electric train power supply equipment must be tested in accordance with the driving instructions.

10 MISCELLANEOUS NOTICES continued ND-10 (4) MAINTENANCE STAFF TESTING OF COACHING STOCK EQUIPMENT The carriage sidings maintenance staff must inspect coaches, with the power supply connected, to confirm that The air conditioning equipment is functioning correctly and the vehicles are suitable for the days' service commitments. This work must be carried out prior to the guard taking over the train. (5) COUPLING LOCOMOTIVES TO TRAINS As the electrical supply from the locomotive operates the heating and cooling cycles of air conditioning fitted coaches, trains which have coaches fitted with air conditioning in their formation, MUST have the jumper cables between the locomotive and the train set coupled at all times as Electric power is supplied to the trains throughout the twelve months of the year. When coupling to a train, conveying coaches fitted with air conditioning equipment, the Movements Staff must proceed as follows: Ascertain if the train concerned is being heated/cooled by an electric shore supply or by locomotive. This will be recognised by the protection arrangement, warning notice on fixed end box and red flag/red lamp exhibited at the end of the train. NO ATTEMPT MUST BE MADE TO COUPLE THE TRAIN WHILST THE ELECTRIC POWER SUPPLY IS STILL CONNECTED. If the train is receiving an electrical supply for heating/cooling or testing purposes, the Depot Supervisor or Station Manager must be contacted to arrange for the shore supply or locomotive to be un-coupled and for the red flags or lights, together with the warning notices removed. Obtain assurance from the driver that the train power supply is "OFF". Couple both jumper cables between locomotive and first vehicle by removing the juniper cable plugs from dummy receptacles and couple to the receptacles opposite. Each time a juniper cable is uncoupled it must be inserted and locked in a receptacle BEFORE attending to the next juniper cable plug. The jumper cable plug at the leading end of the locomotive must be correctly fitted in its dummy receptacle. Similarly, the jumper cable plug at the rear of the last vehicle to receive a power supply must be correctly fitted in order to complete the train power supply circuit. The driver must ensure that the jumper cables plugs are correctly coupled between locomotive and train and that the cable plug at the leading end of locomotive is correctly fitted in its dummy receptacle. (6) BEFORE A TRAIN COMMENCES EACH JOURNEY When trains are stabled or stationed during the day or night, arrangements should be made for the trains to be preheated of precooled before being sent into service either by the train locomotives being called out earlier or by a special locomotive being provided in the event of the Electric Shore Supply not being available. The Guard must ensure that ALL juniper cable plugs are correctly coupled between each coach; and the rotary interlock circuit switches adjacent to the fire extinguishers are in the "ON" position. The Guard must, when satisfied that all is in order, advise the Driver that the train electrical supply may be switched "ON". After receiving this assurance, the Driver must press the train Electric supply "ON" button ensuring that the train supply indicator light is illuminated (bright). The If the indicator fails to light the Driver must investigate the fault in the normal way. If after the Driver's investigation the train supply still fails to function, all interlock circuit switches throughout the train must be checked to ensure that they are in the "ON" position. If the train electric power still fails to operate correctly, the fault must be rectified before the train is allowed to depart. It is the Guard's duty before the Empty Coaching Stock leaves the Carriage Sidings and before the train departs from the terminal station to walk through each coach to ensure the Master "Control" switch is in the "ON" position and that the green pilot light is illuminated. Failure of the light to illuminate must be immediately reported to the C. W. staff so that the fault can be rectified before the train departs. The Guard should also carry out these duties on vehicles attached to the train enroute.

11 MISCELLANEOUS NOTICES continued ND-11 (6) BEFORE A TRAIN COMMENCES EACH JOURNEY continued. When the electric power supply is not connected to the train during its journey from the carriage sidings to the station prior to it going into service, or on turnround trains or portions, the Master "Control" switch in each vehicle MUST be switched "OFF" and must remain in this position until the electric supply is restored. An exception can be made in Summer when the ambient temperature is high, the equipment may then be left switched "ON" if the period of time between the discontinuation of the power supply and it being restored does not exceed two hours. (7) UNCOUPLING LOCOMOTIVES FROM TRAIN When uncoupling a locomotive from a train the Movements Staff must proceed as follows: Obtain assurance from the Driver that the train electric supply is "OFF". Remove one jumper cable plug from a live receptacle and couple this to its dummy receptacle. Similarly, uncouple and house the other jumper cable plug. All jumper cable plugs must be correctly fitted in their dummy receptacles before moving either locomotive or coaches. (8) DURING THE JOURNEY The Guard must make regular inspections of the Master "Control" switch-panels to ensure the Green pilot light is illuminated. If a coach is found with the light not illuminated and the equipment switched "ON]", and there is a circulation of air from the air conditioning equipment, he must report the light bulb failure at the next schedule stop where C. & W. staff are located. When the light has failed and there is no circulation of air into the coach and passenger discomfort is sensed, the guard should take the initiative, ensuring that the vestibule doors of the vehicle and those of the adjacent buckeye coupled vehicles are open. The compartment/ saloon sliding doors of the defective coach should also be opened. Taking into account the climatic conditions, consideration should be given to unlocking and lowering the bodyside door droplights of the coach and moving passengers to other vehicles on the train. The C. & W. staff should be advised of the defective coach at the next schedule stop. When it is reported that the heating or cooling of the coach is not satisfactory when the Master "Control" Switch pilot light is illuminated the guard should consider the advisability of moving the passengers to other vehicles in the train and report the eoach to the C. & W. staff at the next schedule stop. When the bodyside drop doorlights have been lowered and the fault in the coach repaired, the droplights should be "Closed and locked. (9) COUPLING AND UNCOUPLING EN-ROUTE When-a train is scheduled to attach or detach vehicles en route the Guard must advise the Driver accordingly. The Driver must press the train electric power supply "OFF" button and ensure that the train electrical supply indicator light is 'OUT' prior to reaching the point where vehicles are to be attached or detached. The Movements Staff must obtain assurance from the Driver that the electric power supply is switched "OFF" before proceeding to uncouple or couple vehicles in the normal manner. When coupling additional vehicles the cable in the dummy receptacle on the vehicle in the train formation must be removed before the additional vehicle's cable is plugged into the receptacle of the vehicle in the train formation. After coupling or uncoupling a vehicle from a train the Driver must NOT SWITCH on the train electrical supply until assurance has been received that the coaches are correctly coupled. (10) FAILURE OF THE ELECTRIC POWER SUPPLY If for any reason the electrical power supply to the train fails, the fault must be rectified at the first opportunity. If the locomotive is at fault and this cannot be corrected, it must be replaced by a locomotive capable of supplying electric power to the train. If an Assistant locomotive is attached it must be capable of supplying electric power to the train. If the fault is on the train set the vehicle at fault must be located and if the defect cannot be rectified or the vehicle's equipment isolated, it should be detached from the train.

12 MISCELLANEOUS NOTICES continued ND-12 (11) BRAKE APPLICATION NOT INITIATED BY DRIVER When the Driver observes that the brake is being applied by either the passenger communication system, Guard or other causes, the Driver after taking the necessary action to control the train, must press the train electrical power supply "OFF" button. After investigation the Driver must, as soon as possible, re-establish the electrical power supply. (12) EMERGENCY MEASURES PRECAUTIONS IN CASE OF FIRE ON DIESEL LOCOMOTIVES the Driver must first switch "OH" the train electrical power supply and then follow the procedure given in the Drivers Instruction Book B.R /6 ON COACHING STOCK a rotary interlock circuit switch covered by a glass panel, is fitted in each coach adjacent to the fire extinguisher which is only to be used in an emergency. In the event of a fire the glass over the rotary switch must be broken and the switch moved into the "OFF position, thereby disconnecting the electrical power circuit. THIS MUST be done before the fire extinguishers are brought into operation. NOTE: the operation of any one rotary switch to the 'OW position will break the electric power supply circuit throughout the train. The Guard must communicate with the Driver as soon as possible and the Driver MUST immediately switch off the electric power supply. (13) DOUBLE HEADING BY TWO LOCOMOTIVES If both locomotives are equipped to provide electrie power to the train, the train locomotive will supply the power and, therefore, the jumper cables between the two locomotives will not need to be coupled. When a brake application is not initiated by the Driver in charge of the train brake, he must ensure the Driver of the train locomotive is advised, immediately the train comes to rest, to switch "OFF" the train electric power supply. (14) FAILURE OF TRAIN LOCOMOTIVE (a) In the event of the failure of the train locomotive and the assistant locomotive provided is equipped to provide electric power to the train, the jumper cables between the locomotives must be coupled and power provided by the lead!ng locomotive. The Driver of the train locomotive must ensure that the electric power supply equipment on his locomotive is "OFF" _prior to coupling the assistant locomotive. (b) If assistance is provided by a locomotive not fitted to provide electric power to the train, the following will apply : (I) - If the train locomotive can provide electric power, the Driver of that locomotive will ensure that power is supplied. (ii) If the train locomotive is unable to supply power, the assisting locomotive must only be used to haul the train to the,nearest point where a locomotive capable of supplying power can be attached. (iii) If assistance can only be given from the rear, the power supply must not be used until the change of locomotive is made. (15) DISPOSAL OF LOCOMOTIVES When disposing of the locomotive on arrival at the holding siding, maintenance depot of fuelling point, any known defects in the electric train supply on the locomotive must be recorded in the Locomotive Repair Book. (16) TERMINATION OF JOURNEY At the end of the day's service it must be the responsibility of the Guard or other appointed staff to switch "Off" the air conditioning Master "Control" Switch in each coach. Failure to do this will result in discharge batteries. On Arrival of the train at its destination or at a turnrouad station, after passengers have detrained, the Guard and Station staff must ensure that the bodyside doors, compartment and saloon sliding doors are closed in order to retain the air conditioning comfort that has been_vovided during_ the previous journey.

13 MISCELLANEOUS NOTICES continued (17) SUMMER RUNNING ND-13 The train electric power supply will be switched "ON" throughout the year. The heater controls of vehicles, which are not fitted with air conditioning equipment must be turned "OFF", unless climatic conditions require heat to be applied. (18) FORMATION OF TRAINS Air conditioned coaches will be formed in train sets together with vehicles equipped with dual heating only and the Sectional Appendix instructions headed 'ELECTRIC HEATING OF PASSENGER TRAINS' section 'Passenger Comforts' must be observed so far as these coaches are concerned. (19) PASSENGER COMFORT The comfort of passengers is of vital importance and all staff concerned with the operation of vehicles fitted with air conditioning must ensure these instructions are carried out. NETHERTON COLLIERY BRANCH TEMPORARY LEVEL CROSSING A temporary level crossing has been provided on the Single line leading to Netherton Colliery approximately 1 mile from Choppington Signal Box in connection with the removal of the spoil. A whistle board has been provided in the Down direction and a look out man will be in attendance during the periods when vehicles are crossing. Drivers must keep a sharp look-out when approaching, give audible warning, and be prepared to act on any hand signals given. *BETWEEN DILSTON CROSSING AND HEXHAM Until futher notice there is increased user by Contractors vehicles of the occupation level crossing at 19m. 34chs. Drivers to keep a sharp look-out and sound horns when approaching the crossing. Hand signalmen in attendance whilst work is in progress. ALTERATIONS TO 13.R. GENERAL APPENDIX Page 4 (Page 8, Supplement No.4) REGULATIONS FOR WORKING THE AUTOMATIC AIR BRAKE ON LOCOMOTIVE OPERATED TRAINS Regulation 9. Detaching of Locomotive or vehicles. Clause 9.1 Amend item (e) to read: (e) The brake pipe cocks on both vehicles at the point of division must be opened in order to ensure that the brakes are applied, except that when "Buck Eye" automatic couplers are to be uncoupled, only the brake pipe cock on the vehicle(s) to be detached should be opened. *Page 16 (Page 22, Supplement No.4) INSTRUCTIONS REGARDING THE ASSISTANCE OF FAILED LOCOMOTIVE HAULED TRAINS WHERE THE CONTINUOUS BRAKE (AIR OR VACUUM) CANNOT BE MAINTAINED BY THE FAILED LOCOMOTIVE Note 2 beneath the Table Amend to read: 2 An air braked train cannot be assisted from the rear with the air brake pipe coupled unless: (a) the main reservoir pipe is continuous throughout the failed train, or (b) the failed locomotive is capable of fully maintaining its own main reservoir pressure, or (c) the failed locomotive is a Class 71 (Nos.E.5001 E.5014) or Class 73/1 (Nos. E.6001 E.6006), in which case a charged main reservoir is not required to enable the air brake pipe pressure to be.reaintained. ; Note 3 beneath the -- Table Amend reference to condition "6' to read: - Delete "Class 40" and irsert "Class 33, 40, 71, 73, or 74".

14 ND-14 ALTERATIONS TO EAStERN REGION SUPPLEMENTARY OPERATING INSTRUCTIONS 'BOOKLET (NORTHERN AREA) (BR31293) Page 2 Delete: paragraph (b) paragraph (c) Amend to read paragraph (b) BOGIE RAIL TANKS Page 5 Page 17 Page 18 LINES WORKED ON THE TRACK CIRCUIT BLOCK SYSTEM Amend: reference to "page 52 of the General Appendix" in second paragraph to read "Rule 218A". Delete: heading and entry. PROPELLING OF DIESEL BRAKE TENDERS WAGONS WITH DISC BRAKES Amend: Wagons bearing wagon panels endorsed "Brakes not to be used unless train fully fitted" (e.g. 32-ton high capacity coal wagons) when conveyed on class 7 and 8 services must be marshalled in the unfitted portion. M O CONVEYANCE OF TANK WAGONS OF 40 TONS GROSS LADEN WEIGHT AND OVER *Paragraph (a), Amend to read: Loaded 80/90/100 ton wagons must be moved in train loads only. Loaded 90/100 ton wagons must only work under authority of Form B.R.29973/3, showing the route to be followed, and any restrictions applicable. Loaded 80-ton wagons may work without authority of Form B.R.29973/3 provided they are within the R.A. category of the route over which they are required to travel. M S / 3 / 1 Page 33 WORKING MANUAL FOR RAIL STAFF (B.R.30054) Delete amendments to Section 3 (Pink pages), clauses E1/7 to E1/11, F10/12 and F11/20. Revised pages of this section have now been re-issued. MS Page 2 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX - NORTHERN AREA Add: 4F, Alnmouth Warkworth level crossing. Bowers Opencast Local Instructions Page 3 Delete: Gongs in Tunnel Page 4 4- Picton Rounton Gates level crossing Page 5 GENERAL AND LOCAL INSTRUCTIONS INDEX 4ilt Add: Rtionton Gates level crossing - Picton 380 Page

15 im 3 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued GENERAL AND LOCAL INSTRUCTIONS INDEX continued Page 6 Add: Warkworth level crossing Page 339 Page 7 Page 8 LIST OF LINES IN THE SEQUENCE USED THROUGHOUT THE BOOK Page in Table A' *Amend: Wakef ield (Kirkgate) East to Goole (Goods Junction) including Turners Lane. Junction to Calder Bridge etc. Amend: Backworth Junction to Morpeth via Seghill (including Netherton Colliery Branch and Newsham to Isabella Colliery) TABLE A LIST OF SIGNAL BOXES RUNNING LINES ETC. Descr ipt ion of Block Signalling on Main Lines Absolute Distance Permanent speed between Additional Loops and signal running Refuge restr icions unworked trail ing points Catch points. spring or boxes lines Sidings Stations and m.p.h. Signal Boxes Stand. D _ Gradient Block Des. age o U (Rising p Position unless otherwise shown. Page 9 M Yds Up Down crip. t ion SHAFITIOLME TO BERWICK (MARSHALL NE ADOWS) ETC Wag- OnS LAN/. Delete: One Additional Down Goods line between Selby Canal and Selby South De lete: A I details Selby South to Barlby (L.0.) inclusive and substitute: w n. unless otherwise shown).1 in South (see page 46 for Hull line) o Signal S'..; 45/47 tdpl Over junction towards Leeds Om. Ochs. to Om 5chs. (Selby to Leeds mileage) UPL m. 16chs. to 173m. 25chs m. Mobs. to 174m. 30 chs m. 30chs. to 174m. 78chs. C.W. Down Platform line 203 yards before reach ing SS 29 signal 10 Connection from Up Main to Up Platform Loop at 174m Over junction to Down Slow line 174m. 38chs. to 174m. 47chs. (30m. 56chs. Hull to Selby mileage) Barlby (LC.) Slow line 30m. 56chs. to 30m. 24chs. (Hull to Selby mileage) Add footncte: t Station Yard working for connecting, Passenger trains. U. Trailing points Up Hull to Up Main, 504 yards before reaching Selby South No.63 signal

16 ND-16 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued TABLE A continued Descriplion of Block Signalling on Main Lines Absolute Block unless otherwise shown. Stations and Signal Boxes Distance between signal boxes Additional running lines Loops and Refuge Sidings Stand. Des- age M Yds Up Down cript ion ons Wag- L.84V. Pennellent speed restric. 101IS m.p.h. D o vv n Catch points. spring or unworked trailing points Position Gradient (Rising unless otherwise shown) 1 in Page 17 (Page 45 Sum). ()per. Insts ) Hett Mill (L.C.) Delete: Add: 80 63m. Ochs. to 64m. 8chs m. 8chs. to 64m. 21chs m. 21chs. to 64m. 60chs m. 60chs. to 63m. Ochs. Page 46 LEEDS CITY TO HULL (PARAGON) ETC. Delete: Up Goods line between Selby West and South Page 50 SELBY WEST TO SELBY (CANAL) (GOODS LINE) Amend: Description of Block Signalling between Selby West and Canal to read: 'Single line. No Token.' MICKLEFIELD TO CHURCH FENTON Church Fenton South Junction Delete: m. lochs. to 10m. 59chs. Page 53 NORMANTON (ALTOFTS) TO YORK (CHALONERS WHIN) ETC. Delete from Additional running lines columns Down and Up Goods lines between Burton Salmon Milford South and Milford North. C.W. Up Goods line clear of fouling point, 480 yards before reaching Milford South Up Goods Home signal. Church Fenton South Junction Delete : Normanton Lines 11m. Ochs. to 10m. 54chs. Amend : CHURCH FENTON AND YORK (CHALONERS WHIN) MAXIMUM PERMISSIBLE SPEED ON LEEDS LINES Page 55 CASILEFORD EAST BRANCH (GOODS LINE) Castleford Old Station Amend: (See page 51 for Old Station to Allerton Main (Bowers opencast).)

17 ND-17 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued TABLE A continued Descr iption of Distance Permanent speed between Additional Block Loops and Signalling signal running Refuge restricions unworked trailing points Catch points. spring or lines Sidings on Main boxes Stations and Lines m.p.h. Absolute Signal Boxes Stand- D Gradient Block Des- age U (Rising unless o M Yds otherwise Up Down cription OnS n otherwise Wag- w p Position unless shown. L.81V. shown)1 in Page 71 SPRINGHEAD YARD TO HESSLE ROAD (SPRINGHEAD JUNCTION) Delete existing table and substitute: SPRINGHEAD YARD TO HESSLE ROAD (SPRINGHEAD JUNCTION) SPRINGHEAD YARD AND HESSLE ROAD (SPRINGHEAD JUNCTION) 15 MAXIMUM PERMISSIBLE SPEED ON (Both SINGLE LINE directions) 0 0 Notice Board at Springhead Yard c -. Junction _ (Controlled by Hessle Road Signal Box) (See page 70 for Hessle Road to Alexandra Dock) WAKEFIELD, TURNER'S LANE TO CALDER BRIDGE Delete existing table and Substitute : WAKEFIELD, TURNER'S LANE JUNCTION TO CALDER BRIDGE WAKEFIELD, TURNER CALDER BRIDGE* MAXIMUM PERMISSIBLE SPEED ON MAIN LINES Pages 109/110 Turners Lane C. Up line 540 L e v e l Junction y a r d s before (Controlled by Wakefield East Signal boxl r e a c h i n g WE (See page 110 for Hebden Bridge to Normanton Signal Goosehill Junction) Calder Bridge HEBDEN BRIDGE TO NORMANTON GOOSE HILL Wakefield (Kirkgate) East AiId: Delete: UGL URS 72 DGL 70 DRS 88 CW;Up and Down L e v e l Goods clear of fouling point with Up Passenger loop line.

18 ND-18 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued TABLE A continued Descr iption of Block Signalling on Main Lines Absolute Block unless. otherwise Shown. Stations and Signal Boxes Distance between signal boxes Additional running lines M Yds Up Down Loops and Refuge Sidings Des. cript ion Stand. age Wag. ons LAN/. Permanent speed restricions m.p.h. D o w n U Catch points. spring or unworked trailing points Posit ion Gradient (Rising unless otherwise shown)1 in Pages 109/110 continued Turners Lane Delete Block post dot and Amend to read: Turners Lane Junction (Controlled by Wakefield East signal box) Delete: Additional Up and Down Goods l Park Hill Colliery. Park Hill Colliery Delete: All details Locks Siding Amend: Page 150 Amend heading: BACKWORTH JUNCTION TO MORPETH VIA SEGHILL (INCLUDING NETHERTON COLLIERY BRANCH AND NEWSHAM TO ISABELLA COLLIERY) Page 152 NEVVSHAM TO BLYTH (LINKS ROAD) (GOODS LINE) Delete: heading and table Page 153 LOW PIT BRANCH (GOODS LINE) Delete: heading and table NEWSHAM TO ISABELLA COLLIERY (GOODS LINE) Amend: Isabella (L. C.) Page 162 RIVERSIDE BRANCH ETC. Wi Ilington Quay Station Delete: All details North Shields Percy Main Station Amend: 1 926

19 ND-19 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued TABLE A continued Desciip loin of Block Signill i mit ial Main 1 ines Absolute S ialhiss otherwise shown. Stu t ions and Signal Boxes Distance oe no weeit signal boxes Additional running lines M Yds Up Down Loops and Refuge Sidings Des- Ct ip - t ion age Wag- OnS LAN/. Peratancot speed restricio Is M.p.h. D o w n 0 p Catch points. spring or trailing points Position Gradient (Rising unless otherwise shown) 1 in Page 180 (Page 65 Stipp. per. nsts) REDHEUGH BRANCH Delete existing table and substitute: REDHEUGH BRANCH REDHEUGH BRANCH Redheugh Bankfoot 15 MAXIMUM PERMISSIBLE SPEED ON (Both SINGLE LINE direction) Dunston East (L.0 ) Derwenthaugh Page 207 DARLINGTON SOUTH TO SALBURN ETC. Bag! escl iffe Urlay Nook Amend 45 7m. 45chs. to 8m. 18chs. TABLE F PROPELLING OF TRAINS OR VEHICLES From T o Page 234 Line SHAFTHOLME TO BERWICK (MARSHALL MEADOWS) ETC. Amend: t Selby (Canal) S e l b y South No.1 Down Goods Number of vehicles and special conditions Daylight and clear weather. Page 236 Page 239 LEEDS CITY TO HULL (PARAGON) ETC Delete: All Selby items WAKEFIELD (KIRKGATE) EAST TO GOOLE ETC. Amend : Wakefield Turners C a l d e r Bridge Lane Junction Wakefield Calder. Bridge Turners Lane Junction Down East Curve Up East Curve 30 freight wagons without brake van. 30 freight wagons without brake van.

20 ND-20 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued TABLE F. continued Number of vehicles and From T o L i n e s p e c i a l conditions Page 241 LEEDS CITY (WHITEHALL JUNCTION) TO BRADFORD EXCHANGE ETC. Amend: St. Dunstan's B r a d f o r d Exchange D o w n E m p t y Coaching Stock. In clear North Junction w e a t h e r only. Pages 241/242 (Page 87 Supp.No. 1) HEBDEN BRIDGE TO NORMANTON GOOSE HILL Delete: Wakefield East Turners Lane Down Main twaketield East Turners Lane Down Goods L. Freight trains or 30 Wagons twakefield East Up Goods I without brake van Turners Lane Wakefield Parkhill Coll iery Down Main Turners Lane Freight trains or 30 Wagons Parkhill Colliery Turners Lane Up Main without brake van. tparkhill Colliery Turners Lane Up Goods Wakefield Locke Parkhill Colliery Up Main Wagon of Coal Siding Wakefield Turners East Up Main Lane twakefield Turners Lane East Up Goods Coaching Stock. Wakefield East Turners Lane Down Main Clear weather only. twakefield East Turners Lane Down Goods Page 244 Amend heading: BACKWORTH JUNCTION TO MORPETH, VIA SEGHILL ETC. Line From T o D o w n U p R e m a r k s Page 250 SHAFTHOLME TO BERWICK (MARSHALL MEADOWS) ETC. Amend: Selby South S e l b y Canal N o. 1 goods Delete: Selby North S e l b y South M a i n Platform Selby South S e l b y North TABLE G WORKING IN WRONG DIRECTION May be drawn only Main Platform May be drawn only Page 251 LEEDS CITY TO HULL PARAGON ETC. Delete: Selby North S e l b y South Selby South Selby North Main and Platform Main and Platform May be drawn only

21 WAKEFIELD (KIRKGATE) EAST TO GOOLE ETC. Delete : Oakenshaw C a l d e r Bridge Goods Junction ND-21 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued TABLE G continued From Page 252 Line To D o w n U p R e m a r k s HEBDEN BRIDGE TO NORMANTON GOOSEHILL * Delete: Wakefield East Turners Lane G o o d s Wakefield. Wakefield East Goods F r e i g h t wagons without Turners Lane b r a k e van Wakefield P a r k h i l l Colliery G o o d s Turners Lane Parkhill Colliery Turner's Lane Goods F r e i g h t wagons without brake van Number of vehicles and From T o L i n e s p e c i a l conditions Page 254 * Amend: Selby South Delete: Selby (Canal) Selby South Page 256 TABLE Hi WORKING OF FREIGHT VEHICLES WITHOUT BRAKE VAN IN REAR SHAFTHOLME TO BERWICK (MARSHALL MEADOWS) ETC. Barlby North Selby South Selby North LEEDS CITY TO HULL (PARAGON) ETC. Down Slow 1 5 wagons daylight and Down Main clear weather. No.2 Down After the movement has passed Goods c l e a r etc. Down Platform 15 wagons daylight and Down Main clear weather. Delete: All Selby items Page 257 WAKEFIELD (KIRKGATE) EAST TO GOOLE ETC. Amend: Wakefield Turner's Calder Bridge Down East 3 loaded or 25 empty wagons. Lane Junction Curve Wakefield Calder Turners Lane Up East 3 loaded or 25 empty Bridge Junction Curve wagons. Page 258 HEBDEN BRIDGE TO NORMANTON, GOOSE HILL Delete: Wakefield East Turners Lane Down Main and Goods Turners Lane Wakefield East Up Goods Turners Lane Parkhill Colliery Down Main and Goods Park Hill Colliery Turners Lane Up Goods '40 loaded or 50 empty wagons

22 ND-22 W...TFRA1107',IS TO FASTEN RFrzlON SECTIONAL,APPF.r coqthliteti From To Number of vehicles and Line s p e c i a l conditions Page 260 Amend heading : BACKWORTH JUNCTION TO MORPETH, VIA SEGHILL ETC. Delete : ICIewsham North B l y t h Station D o w n Myth Station N e w s h a m North U p TABLE H2 WORKING OF COACHING STOCK VEHICLES WITHOUT A BRAKE VAN BEYOND STATION LIMITS Number of vehicles and From T o Line s p e c i a l conditions Page 264 SHAFTHOLME TO BERWICK (MARSHALL MEADOWS) ETC. Delete : Selby (Canal) S e l b y South N o. 2 Down After the movement has passed Goods c l e a r of NO. 20 trap points etc. Page 265 (Page 94 Supp. No.1) OAROROFT TO LEEDS CITY (WEST JUNCTION) ETC. Amend: Wakefield (Westgate) Wakefield (Kirkgate) D o w n Main/ 10 vehicles North W e s t D o w n West Curve Wakefield (Kirkgate) Wakefield (Kirkgate) U p West 4 vehicles. West N o r t h C u r v e / Up Main WAKEFIELD (KIRKGATE) EAST TO GOOLE ETC. Delete: heading and items. HEBDEN BRIDGE TO NORMANTON, GOOSE HILL Delete: Wakefield (Kirkgate) Wakefield (Kirkgate) D o w n Plat- 2 2 Carflat or Cartic. West E a s t f o r m and Down Through Wakefield (Kirkgate) Wakefield (Kirkgate) U p Platform 22 Carflat or Cartic. East W e s t U p Through and Up Passenger Loop From TABLE J LOCOMOTIVES ASSISTING IN REAR OF TRAINS RULE 133 To Class of Contrain dition Remarks Pages 267/268 SHAFTHOLME TO BERWICK (MARSHALL MEADOWS) ETC. * Amend: Selby Canal S e l b y South P K T r a i n s diverted via Selby Canal in emergenc) etc.

23 ND-23 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued TABLE J continued Class of Con- From T o t r a i n s d it ions Remarks Pages 267/268 Amend continued Selby South S e l b y Canal P K T r a i n s diverted via Selby Canal in emergency etc. Selby We:,t S e l b y South T r a i n s diverted via Selby West n emergency owing to obstruction between Selby Canal and Selby South or Selby South and York (Chaloners Selby South S e l b y West P K T r a i n s diverted via Selby West in emergency owing to obstruction between York (Chaloners Whin) and Selby South or Selby South and Canal. Page 268 LEEDS CITY TO HULL (PARAGON) ETC. Amend: Selby West S e l b y South P K T r a i n s diverted via Selby West in emergency owing to obstruction between Selby Canal and Selby South or Selby South and York (Chaloners Whin). Selby South Selby West P K T r a i n s diverted via Selby West in emergency owing to obstruction between York (Ch:iloners Whin) and Selby and Selby South or Selby South and Canal. Page 269 (Page 76 Supp. per. Insts.) NORTHALLERTON (BOROUGH BRIDGE ROAD) TO GATESHEAD JUNCTION ETC. Amend: Hartlepool, H a r t l e p o o l, Church Street C l a r e n c e Road Delete: Monkwearmouth Monkwearmouth Turntable Sidings S t a t i o n F Trains for Southwick Branch, Page 271 PELAW TO SOUTH SHIELDS (INCLUDING TYNE DOCK BOTTOM BRANCH) Delete: heading and item Amend: HARTLEPOOL GOODS AND DOCK LIN

24 ND-24 ALTERATIONS TO EASTERN REGION SECTIONAL APPENDIX NORTHERN AREA continued TABLE K2 LINES EQUIPPED FOR PASSENGER TRAIN WORKING OVER WHICH' THERE IS NO BOOKED PASSENGER TRAIN SERVICE (Rule 55) Line From T o D o w n U p Page 273 Amend heading: BACKWORTH JUNCTION TO MORPETH, VIA SEGHILL ETC. TABLE Pl Name of Crossing Situated at or between R e m a r k s Page 278 (Page 78 Supp. Optg. Insts.) GATESHEAD (GREENSFIELD JUNCTION) DUNSTON LINES TO BLAYDON ETC. Amend: Dunston East R e d h e u g h Bank Foot and S h u n t e r operates gates. Derwenthaugh Name of Crossing TABLE P2 - LEVEL CROSSINGS AUTOMATIC HALF Situated at or between R e m a r k s Page 278 SHAFTHOLME TO IFERRYBRIDGE Amend: *Post Office Lane W o m e r s l e y Knottingley TABLE Si Line connected Name of Siding S i t u a t e d at or between w i t h M e t h o d of control Page 282 (Page 104 Supp. No.1) LEEDS CITY (WHITEHALL JUNCTION) TO BRADFORD EXCHANGE ETC. Amend Stanni ngl ey Between Wortley West dn. Down Main Ground frame electrically and New Pudsey Station c o n t r o l l e d by Leeds signal box. - Signal Box M o v e m e n t from Page 287 LEEDS CITY TO HULL (PARAGON) ETC. Delete: heading and item TABLE W SET BACK SIGNALS RULE 108 Page 306 GENERAL INSTRUCTIONS LIST OF SINGLE LINES CONTROLLED BY TRANSIENT TRACK CIRCUITS OR DIRECTION LEVERS Add: Selby West and Selby Canal